Train-controlling device.



A. W. REILING.

TRAIN CONTROLLING DEVICE. APPLICATION FILED rmm, 1911.

Patented Dec. 31, 1912.

QAN

UNITED STATES aoeos'r w. nmnmc, or

PATENT OFFICE.

FORT WAYNE, INDIANA.

TRAIN- CONTROLLING DEVICE.

1,048,880. 4 Specification 0! Application med February a, 1911. semi 1m 606,670.

mm, remit. Patented Dec. 31,1912.

Todll wlmn 'it may concern: it known that I, AUcUs'r W. 'Rnlnmc,

i a eitizen of the United States, residingat 'Fort ,Wayne, in the county of Allen and "State of Indiana, have invented new and useful Im rovements in-Train-Controlling I Devices, 0 which the following is a specification.

My present invention relates to tram controlling devices and articular-1y to 1mprovements in the devices. covered by my ate'nt Number 895,109, dated August 4, 1909, in which the operation of a valve on the air brake system on the train 1s electrically controlled by the, closing of a normally open electric circuit the closing of the circuit being accomplishedby the contact of devices on the train with a third I rail, or other track contact, and by the closmaintaining a closed electric circuit at a predetermined point on the track and to en- 1 able the current to be eiiective on the train i and ig. 4, a side elevation of the valve and o ther building in which an operator is i '80 -braking devices at that point.

It consists in thenovel features hereinafter described and illustrated in the drawin' in whichigure 1 is a .diagrammatical view of a locomotive provided with the contact shoe, 0 air release valve and controlling magnet and circuit,;the rail and third rail, all as described in my former patent above referred; to, and also my present invention as a plied thereto; Fig. 2, a sectional view of t 5 track, -third railand case, which case containsthe closed circuitvices and circuits therefor;

producing deig. 3, an enlarged vertical section of the closed ciruit roducin'g devices and circuit therefor its actuatingrmeans.

Referring to t he drawings, 1' is the locomotive or other 'car to which my invention is to bea plied; a

2 are etrails of the track and 3 a suitable third rail or track contact which extends parallel with one of the rails a suitable distance in the vicinity ofa tower or Asuitable contact shoe, or brush 4 is suitably supported on the. locomotiveor car and is adapted to make contact w-iththe third rail. Within the cab or other suitable" part of the locomotive or car is a release,

valve 5 which is connected toafipipe connection 6 which communicates wit-h the air line 7 of the air K brake s tem of the locomotive ,or" car. Va-ve 5 comprises a casing 5" having an opening or port 8 which leads I to atmosphere,.and within the casing is a valve 9.

which is adapted to normallly sea't therein to close communication between connection 6 and atmosphere. A lever 10 is pivotally mounted on the casing 5 having one arm' projecting above valve 9, aqspring 11 being positioned between the rojecting arm and casing 12 which casing 1s carried by easing 5'. The lower or depending arm of leve'rl,l0

is provided with a notch 13 which is adapted to engage latch 14; Latch-'14 is pivoted to a housin 0r casing. 15 and passe's within the same. asing 15 is carried the" lower extremity of valve casing 5'-. .Beneathlatch 14 and within casing 15 is fixed-an electromagnet 16 having an armature. 17 -"Which,

when the 'magnet is energized, will be elevated and strike latch 14, thereby causing the Latch to rock on itsipivot'andrelease lever 10, lever-0n its Spring 11 therefore rocks the" ivot causing'it to, depressvalve 9 to esta lish communication between.

connection 6 and atmosphere. A;' suitable adjustable stop 18 servesito control the fmovement of lever 10 in order to control the movement of valve 9, so as to control the exhaust of the air. nected on one side by wire 19 with one of the axles 20 of the car and. on the other side by wire 21 with contact shoe or brush 4; At a convenient point, preferably adji cent the track, is provided 'a housing 2" within which is mounted an electro-magnet 23, one side of which is connected by wire 24 to third rail 3 and. the other side of which is connected by wire 25'to bindin post 26 mounted on the to mature 29 passes into magnet 23 in the usual Magnet 16 is con-' of the same an y wire 27 to one pole 0 battery 28. Ar-

manner and is adapted to be elevated when the magnet is energized. A-pin3QJ-inithe bottom of the magnet passes'looselythrough iiiange 31 on' the lower end of-armaturef29 {and serves to-preve'nt rotation of the armaiture during its movement. 0n the top of magnet *zs are-awangewtwo con'tact plates 32,. 33 which are suitably connected as by wi-res, 34, 35 to binding posts 26 and 36 respectively. The up or portion or half of armature 29is tonne of brass or other suitable material which will not be attracted by' electric current, ancl suitably secured .to the upper end of the armature as by screw 37 is a spool 38 having a winding 39 thereon. S 001 38 carries two contact plates 40,

1 circuit between connections 34,735, which contact. is'established and maintained by gravity and broken, bytheupward movement of armature 29. Coil 39 Iasa resistance than the resistance of win ing 23 and acts as a shunt coil or reslstance bereater tween binding posts 26, 36. Binding post 36=-is connected by wire 44 to one of the rails 2 of the track-and by wire 45 to the pole of battery 28 opposite to that to which inding post 26 is connected by wire 27. A switch 46 is connected by wires 47 and 48 to wires 27 and 45 respectively'in order to rovide a short circuit for battery 28. The battery and switch will be situated in the operators' tower where the same will be easy of-aecess by him. f

The operation of my invention is as follows: Assume that no locomotive or car, makes contact with third rail 3. The sev-.

eral track devices and circuits aretherefore in their normal positlon and condition; that is, switch 46 is open, winding 23 is inactive,

armature '29 is dcwnthereby causing contacts 40 and 41 toengage contacts 32, 33 and close the circuit from one pole of battery 28 through wire27, binding post 26, connec ion 34, contacts 32 and 40, shunt winding 39, contacts 41 and 33, connection 35, binding post 36 and wire 45 to the other pole'of battery 28. vThere is therefore it normally closed circuit throfigh shunt coil 39 at all times. If a train is approaching third rail 3, and the operator desires to ermit it to proceed, he closes switch 46, t ereby short circuiting the battery through Wires 27 and 47, the switch and wires 48 and 45.

The current in the bat tor is thereforeof no effect to energize magnet 23 or magnet 16 on the valve, and the train may continue its journey unmolested. If the operator desires the train to stop or has not for any reason eloset'l switch 46 and-the same remains in its normal uuopen posit-hm the following takes place as soon us-contuct shoe or brush 4 n'nilu-s contact with third rail 3. The Circuit between the third. rail and one rail of the track is con'iph-ted by the brush 4 and the wheel of the car, the circuit thus establish'vl being from third rail 3, through wire 24, magnet 23, wires 25 and 27, battery 28, wires 4Land 44, rail 2, the wheel and axle ofthe ear, wire 19, through magnet 16, wire 21, to brush 4. This circuit is possible since the resistance of the windin on magnet 23 'is less than that of shunt winding 39. The

current-flowing in the latter circuit energizes 1nagnet 23 to cause armature 29 to rise and break the connection between contacts 32 and 40 and 41 and 33, thereby disconnecting the shunt coil 39 and permitting all the current to pass-through the latter circuit. The

current flowing in this circuit ener izes mag-- nary train stop1 release of pressure may be producedwhic will set the brakes'on the train or car and thereby stop the train as is ordinarily done, or an emergency release of pressure may be produced which will bring the train or car to a sudden stop, which can be released by the operator in 111s tower b closin r his switch 46. i

The third rail may be as long as may be desired and situated atany desired pointer points on the track, and the train or car is under the complete control of the operator in the tower at all times, while the train or car is within his reach, which control is only limited by the length of the third rail. By placing a third rail on each side of the tower the operator may stop the train or car before it'reaches the tower or catch it after it has passed the tower. What I claim is: I

1. The combination with an energizing source of electricity and means to short circuit the same, of a track, a third rail, an

} electro-magnet, an electric circuit. including the energizing source, the track, the third rail and the electro-magnet, the circuit being normally open at the track and third rail, means connected in shunt with the circuit to normally close the circuit, a car having means thereon to close' thecircuit at the normally open terminals whereby the electro-magnet is energized to disconnect the normally closing means for the purposes described.

v 2. The combination with an energizing source of electricity of a track, a third rail, a c1rcuit connecting the track and third rail and normally open between said track and.

rail, a car having means thereonadapted to 1 close the circuit, means adjacent the track and connected in shunt 'with the circuit for normally closing the same, an electro-mag-.

not connected in the circuit and having its armature connected to the shunt means, the electro-magnet being so connected in the circuit as to be energized when the car closes the circuit and disconnect the shunt means from the circuit, and means to short-circuit the energizing source.

3. The combination with an energizing source of electricity and means to'short-circuit the same, of a track, a third rail, an elcctro-magnet adjacent the track, an electric circuit including the energizing source, the track, the third rail and the electromagnet, the circuit being normally open at the track and third rail, a shunt winding on the armature of the electro-magnet re movably connected in the circuit for normally closing the same, and a car having means thereon to close the circuit at the normally open terminals whereby the electromagnet is energized to disconnect the shunt winding for the purposes described.

4. The combination of a circuit comprising a track, a third rail, an energizing source of electricity and an electro-magnet adjacent the track, the circuit bein normally open at the track and third rail, a shunt winding on the armature of the electromagnet and removably connected to the circuit for normally closing the same and means to close the circuit at the normally open terminals whereby the electro-magnet is energized to disconnect the shunt winding from the circuit.

5. The combination with a track and third rail, of an electro-magnet adjacent the track.

having a shunt winding on its armature, a battery, an electric circuit including the battery, the track, the third rail and the electromagnet, the circuit being normally open at the third rail and track, two contact plates, one being connected to one side of the circuit and the other to the other side, means on the shunt winding to make sliding contact with said contacts for normally closing the said circuit, and means to close the circuit at the track and third rail whereby the battery current energizes the electro-magnet which disconnects the shunt winding from the circuit, for the purposes described.

In witness whereof I hereunto subscribe my name.

AUGUST W.- REILING.

Witnesses:

HELEN F. GLENN, ELWIN M. Home.

Copies of this patent may be obtained for five cents each, by addressing the commissioner of Potato,

Washington, D. 0. 

